Pettit Super Charger Owners
yes with the bigger pulley comes the longer belt, Gatorback 4050335 5PK0850
If you have been using the smaller belt you may have the same problem most of us have run into with the main shaft bearing, underneath the Pulley.
On the right is the aluminum bearing that came with the kit on the left is the one I machined from Stainless. Its only a few grams heavier and a ton stronger, haven't had boost issues since. Essentially the problem i was having wasn't belt slippage but pulley slippage and turning a groove into the bearing from it spinnig within its cavity. You can also see how much this bearing was being chewed up and chaffed on the interior edge from the belt being too tight. Just another thing you might take a look at. If you have the same issue with the bearing let me know I can probably get you a stainless one machined by the end of the week or so.
Last edited by dondo; Feb 1, 2011 at 10:46 PM.
Gatorback belt is the one to use.
How tight do you have it?
You will really need an impact gun to tighten the sc pulley---what is the tq guys? 100lbs?
as for monitoring--the efi log look at your grams/sec air flow. with boost on and off like that i believe it should affect the air flow numbers also? With the engine running right --the seat of your pants should be able to tell the difference!
Did MM rescale your maf?
Did he also increase the ignition coil dwell times for you?
How tight do you have it?
You will really need an impact gun to tighten the sc pulley---what is the tq guys? 100lbs?
as for monitoring--the efi log look at your grams/sec air flow. with boost on and off like that i believe it should affect the air flow numbers also? With the engine running right --the seat of your pants should be able to tell the difference!
Did MM rescale your maf?
Did he also increase the ignition coil dwell times for you?
Therefore, reported MAF values may be considerably lower than people who are using the Pettit reflash since much of their load recaculation is handled by MAF adjustments, rather than fuel table changes.
I always adjust the dwell to match the ignition system that is used.
I always scale the MAF to true values. I do not do "global" rescaling.
Therefore, reported MAF values may be considerably lower than people who are using the Pettit reflash since much of their load recaculation is handled by MAF adjustments, rather than fuel table changes.
I always adjust the dwell to match the ignition system that is used.
Therefore, reported MAF values may be considerably lower than people who are using the Pettit reflash since much of their load recaculation is handled by MAF adjustments, rather than fuel table changes.
I always adjust the dwell to match the ignition system that is used.
I don't remember
Joined: Jan 2007
Posts: 538
Likes: 0
201.49. it's 201.49 for all maf readings above 357g/s and hit 357/201.49 at 6500rpm on that particular log
Nice Juan, nice.
can wait to see the numbers etc? Wish you had an 09 trans to throw in there at the same time.
Are you staying with the big pulley since you are now ported?
Hint --check your oil cooler thermostat--make sure they are working.
Drill a small hole in the coolant thermostat---you can actually just remove the little dangle thing from it and enlarge that one just a tad. Trust me on this, or call me if you like.
Dondo and MM,
I am by far not a turner, but I am trying to wrap my head around what Dondo is going through.
So the difference in g/sec and rwhp between the turbo set up versus the sc represents the parasidic lost required to drive the sc? Generally speaking? Correct?
What advantage is there to using the fuel tables in finding the load? Does that give the oppitunity to go for more under the curve power?
OD
can wait to see the numbers etc? Wish you had an 09 trans to throw in there at the same time.
Are you staying with the big pulley since you are now ported?
Hint --check your oil cooler thermostat--make sure they are working.
Drill a small hole in the coolant thermostat---you can actually just remove the little dangle thing from it and enlarge that one just a tad. Trust me on this, or call me if you like.
Dondo and MM,
I am by far not a turner, but I am trying to wrap my head around what Dondo is going through.
So the difference in g/sec and rwhp between the turbo set up versus the sc represents the parasidic lost required to drive the sc? Generally speaking? Correct?
What advantage is there to using the fuel tables in finding the load? Does that give the oppitunity to go for more under the curve power?
OD
Last edited by olddragger; Feb 3, 2011 at 09:06 AM.
Londons Yellow Peril
Joined: Apr 2005
Posts: 1,340
Likes: 2
From: North London
it works on my netbook with windows 7 basic.
Its just a pain in the **** to force it to load the right drivers,. as it thinks its being "helpful" loading the wrong ones.
Only used it to log though.....
Its just a pain in the **** to force it to load the right drivers,. as it thinks its being "helpful" loading the wrong ones.
Only used it to log though.....
Engine and tranny are in.
Working on all the other stuff and should have it fired up tonight or tomorrow morning.
Take a look at my LIM/Header heat shield. Using the LIM bolts to hold heat shield matewrial in place.
Working on all the other stuff and should have it fired up tonight or tomorrow morning.
Take a look at my LIM/Header heat shield. Using the LIM bolts to hold heat shield matewrial in place.
I traded MAFs and still logged well over 400g/s. swapped the exhaust today to see if that helps but haven't been able to log yet..
Last edited by dondo; Feb 5, 2011 at 09:08 PM. Reason: nm. i figured it out
you dont mean the ABS do you--maybe you mean the traction control? If it is the ABS then you really have a problem because that is not usually an option.
Still that should not be happening.
Exhaust swap shouldnt matter?
Your maf is rescaled and that reading is probably expected?
Juan that is one serious heat shield. I hope you find that it helps.
Maybe extend it a little to help the omp? Will your motor mount be ok with the heat?
Mine is on the road now. Engine is strong.
Why is it that every engine sounds just a little differant?
This one has a deeper sound.
Still that should not be happening.
Exhaust swap shouldnt matter?
Your maf is rescaled and that reading is probably expected?
Juan that is one serious heat shield. I hope you find that it helps.
Maybe extend it a little to help the omp? Will your motor mount be ok with the heat?
Mine is on the road now. Engine is strong.
Why is it that every engine sounds just a little differant?
This one has a deeper sound.
you dont mean the ABS do you--maybe you mean the traction control? If it is the ABS then you really have a problem because that is not usually an option.
Still that should not be happening.
Exhaust swap shouldnt matter?
Your maf is rescaled and that reading is probably expected?
Juan that is one serious heat shield. I hope you find that it helps.
Maybe extend it a little to help the omp? Will your motor mount be ok with the heat?
Mine is on the road now. Engine is strong.
Why is it that every engine sounds just a little differant?
This one has a deeper sound.
Still that should not be happening.
Exhaust swap shouldnt matter?
Your maf is rescaled and that reading is probably expected?
Juan that is one serious heat shield. I hope you find that it helps.
Maybe extend it a little to help the omp? Will your motor mount be ok with the heat?
Mine is on the road now. Engine is strong.
Why is it that every engine sounds just a little differant?
This one has a deeper sound.
MM said the MAF readings should be reality and I don't think I'm actually moving between 400 and 500g/s. At least not with the power I'm putting down..
It seems based on all the random information posted on this site that most MM tuned vehicles produce MAF numbers way in excess of what they should for the power they make .
Last edited by Brettus; Feb 5, 2011 at 09:36 PM.
